Internal-combustion engine.



No. 877,834. PATENTED JAN. 28, 1908. P. DANIEL.

INTERNAL COMBUSTION ENGINE.

[APPLICATION FILED MAR,11.1907.

2 SHEETS-SHEET l.

W/TNESSES /NVEN7'O/? .Pazaifianiei A TTOHNE Y8 PAUL DANIEL, OF NEW YORK,N. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Jan. 28, 1908.

Application filed March 11. 1907- Serial No. 361,845.

To all whom it may concem: Be it known that 1, PAUL hat-tan, in thecounty and State of Xew York,

have invented anew and improved Internal- Combustion Engine, of whichthe following 1 is a full, clear, and exact description.

This invention relates to certain improvei ments in internal combustionengines, and g ed to a flange on the cylinder head 24 by a.

more particularly to means for forming the explosive charge anddellvering the same to the engine cylinder; the object of the inventionbeing. to utilize the pressure generated 1n the cylinder at the time ofthe explosion for delivering the desired quantity of fuel to the airsupply and to compress said air supply 1 within the crank case of thegas engine.

My improvements are more applicable to two-cycle engines than tofour-cycle engines, although it is evident that with slight modificationthe invention may be incorporated in engines of the latter type.

The invention consists in certain features of construction andcombination of parts, all of which will be fully set forth hereinafterand particularly pointed out in the claims.

Reference is to be had to the. accompanying drawings forming apart ofthis specification, in which similar characters of reference indicatecorresponding parts in all the figures. in which Figure 1 is alongitudinal section through an engine provided with my improvements;Fig. 2 is a transverse section through the cylinder head, showing thefuel-feeding means, said section being taken on the line 22 of Fig. 3:and Fig.3 is a transverse section through the fuel-injecting means, saidsection being taken on the line 33 of Fig. 2.

In my. improved engine I employ a main working cylinder of any suitableconstruction and united at its lower end toa closed crank case11,'within which operates the crank shaft 12 and piston rod 13, thelatter being connected to a piston 14 of any suitable character andlocated within the working cylinder. The cylinder is providedwithexhaust ports 15 intermediate its ends and adapted to be uncoveredby the piston when the latter is near the end of it-s power stroke, andsaid exhaust ports communicate with a narrow jacket or annular chamberformed between flanges 1616 on the engine cylinder and inclosed by asheet metal DANIEL, a citizen of the Republic of France, and a resident5 of the city of Xew York, borough of Manexhaust conduit 18 at one sideand at the other side communicates by a short conduit 19 wit-h a jacket20 surrounding the compressed air delivery conduit 21. The enginecylinder also supports a flat flange 22 similar to the flange 16 andspaced therefrom, the outer edges of these flanges being connected by asheet metal casting 23 forming a Water jacket for the cylinder below theannular exhaust chamber. The flange 16 is connectcasing 25 forming withthe cylinder wall and cylinder head a cooling jacket for the lastmentioned arts. Any suitable means may be provide for circulating thecooling fluid 1 through these two jackets, said means constituting noportion of my invention. l The crank case 11 is provided with an airinlet passage 26, adjacent one upper side 1 thereof, and means areprovided for suitably F controlling the flow of air through thispassage. As shown, a valve seat 27 is held in place in the passa e by ahollow plug 28and carries an inwardly opening spring-pressed valve 29adjacent the outlet from said passage into the crank case. The plug 28carries at its outer end a hollow cylindrical casing 30 a provided withports in its cylindrical walls and supporting a spindle 31 in alinementwith the axis of said casing. Surrounding this casing and mounted torotate upon the spindle 31 is a sleeve 32 provided with ports adapted toregister with the ports in the cas-- ing 30, and also provided with anysuitable means, as, for instance, a lever 33, whereby the sleeve may berotated to bring the ports of the sleeve into or out of registry withthe ports of the casing.

The crank case 11 is provided with anair inlet passage 26 and controlledby an outwardly opening spring-pressed valve 35 normally resting upon aseat 36, which latter is held in'place by a plug 37 somewhat similar tothe oppositely disposed plug 28. This plug is connected by any suit-ableform of coupling means 38 to the compressed air delivery conduit 21previously referred to, which onduit extends through the heating jacket0and delivers to the inlet valve 39 of the engine cylinder. This inletvalve is pref- 3 erably a spring-pressed inwardly opening 2 valvenormally contacting with a valve seat 40 carried by the cylinder head24.

* Surrounding the valve seat and rigidly concasing 17. This casing isprovidedwith an i nected to the cylinder head is acasing41 havsnpplypassage 34 oppositely disposed to the valve 48 controllin erably mounted"and ing an inlet port 42 in comnfunication with I with the lastmentioned section a chamber 58 the compressed air delivery conduit 21,and havinga fuel inlet port 43 connected to the fuel measuring andinjecting mechanism illustrated in Figs. 2 and 3. J

In the specific form of fuel measuring and injecting means'illustratedin the drawings, I employ a delivery conduit 44 having a plurality ofvalves located therein and having the delivery end thereof rigidlysecured to the wall of the casing 41. Connected to the opposite end ofthe conduit is an expansible device, the movements of which arecontrolled by the variations in pressure within the working cylinder andwhich movements result in the drawing in of the liquid fuel anddelivering the same through the conduit 43 of the casing 41' above themain inlet valve 39 of the working cylinder. The valves in the conduit44 are preferably two in number and are both inwardly opening in respectto the supply conduit 45, but one of which valves is outwardly openingin respect to the expansion device 46. The last mentioned valve 47 restsupon a valve seat formed in the lower wall of the passage through-theconduit 44 and is normally held a ainst said seat by a suitable coilspring. T e fuel delivery conduit 45 leads to a recess directly belowthe valve 47 and can only escape into the conduit 44 when said valve isopen. The other the conduit 44 is similar in all respects to t e valve47, save that it rests upon a seat in the partition crossing the conduit44, whereby fluids may pass through said conduit only while this valveis open. The valve stems of each of the valves are prefguided Withinplugs 49 screw-threaded into the side wall of the conduit 44, and theouter ends of the valve stems are preferably protected by smallinclosing casings 50.

The end of the conduit 44 opposite to the port 43, communicates with acylindrical chamber 51 containing the expansion device 46/ This lastmentioned device may be of any suitable character, but is preferably ofimperforate corrugated metal having one end rigidly'secured in placebetween the base of the chamber 51 and a supporting collar 52, andhaving its outer end closed and rigidly secured to a reciprocating rod53. By the inwise movement of this rod the member 46 is caused toexpand'and more completely fill the chamber 51, while when the rod ismoved in the opposite direction the member 46 collapses and leaves alarger percentage of free space within its inclosing chamber. Theopposite end of the rod 53 extends through a guiding and supportingsleeve 54 carried by the collar 52 and is rigidly connected to adiaphragm 55. The circumferential edges of this diaphragm are supportedbetween the opposite sections 56 and 57 of a the collar 52 and chamber51.

casing, and the body of the diaphragm forms communicating at all timeswith the cylinder of the engine through a conduit 59, The section 56 mayor may not be imperforate and its outer end surface has a support forSurrounding the guiding sleeve 54 and normally pressing the diaphragmaway from the chamber 51, so as to collapse the member 46, is a coilspring 60 of any suitable character, The section 57 of the casing aroundthe diaphragm carries a skeleton frame 61 within which is screwthreadeda rod 62 one end of which extends through a suitable packing 63 andcontacts with the diaphragm within the chamber 58. The threads upon therod 62 by which said rod is held in the frame 61 are preferably of veryhigh pitch, so that aslight rotation of the rod causes an appreciablelongitudinal movement, While for rotating the rod I provide a lever 64or other suitable means for manually or automatically controlling thesame. The rod 62, as previously stated, con tacts with the diaphragm 55but is unattached thereto. As the chamber 58 is in free communicationwith the engine cylinder at all times and the pressure within thechamber varies at different points in the cycle, the position of thediaphragm is varied accordingly, but the extent of its movement may becontrolled by means of the rod 62, which serves as an abutment or stop.

In the operation of my improved engine, the conduit 45 is connected tothe fuel supply tank, the sleeve 32 is rotated to open the air inletports to the desired extent, and the expansion and contraction of themember 46 is controlled by rotating the rod 62 to the desired point. Thehigh pressure created in the working cylinder at the instant ofexplosion is communicated through the conduit 59 to the-diaphragm 55,and the movement of the latterrexpands the member 46 to its limitingposition, thus forcing a portion of the contents of said chamber outthrough the conduit 44 and port 43 into the casing 51 above the inletval ve 39. .At the end of the power stroke the gases exhaust through theport 15, and the presssure within the cylinder and chamber 58 readilydrops to approximately that of the atmosphere. The diaphragm 55 is nowmoved back into contact with the rod 62 by the action of the spring 60,and the contraction of the member 46 draws the liquid fuel from theconduit 45 past the valve 47 into the chamber 51. Thus at each explosionthe oil previously drawn into the chamber 51 is forced out and depositedwith in'the casing 41 and upon the upper surface -of the valve 39; whileupon each explosion stroke the air which has been drawn into the crankcase through the valve 29 is forced out past the valve 35 into theconduit 21, but as the pressure of this compressed air can never exceedthe explosion pressure, the valve 39 rectly does not open until thepiston passes the exhaust ports 15 and the pressure within the Workingcylinder drops to that of the atmosphere. At this instant the compressedair within the crank case and conduit 21 press upon the valve 39 andtogether with the fuel upon the upper surface of this valve enter theworking cylinder where they force outward-the remainder of the exhaustgas and air in turn compressed by the return of the piston 14 and at theproper instant ignited by any suitable form of ignition device 65. Di-

below the valve 39 there is preferably provided an inwardly directedflange 66 lying in the path of the incoming explosive charge and servingto bring the constituents of said charge into more intimate relationshipand causing a more thorough mixture thereof. As the pressure within theworking cylinder at the instant of that within the compressed airdelivery conduit 21 and oil delivery port 43, the valve 48 may readilyopen against the latter pressure when the oil is forced against itsunder side by the expanison of the member 46.

The inlet valve 39 to the working cylinder is subjected to the hightemperature existing within said cylinder at the time of the explosion,and as the oil is delivered onto the upper surface of the valve atsubstantially the same time that the explosion occurs, a

large portion, if not all, of the fuel isvaporized before the inletvalve is opened to deliver the same into the working cylinder. Thisvaporization is further aided by the contact with the heated air'in theconduit 21, said air having been raised to .a comparatively hightemperature by the exhaustgas within the jacket 20.

My improved engine is particularly adapted for use upon motor vehicles,When so employed, the levers 33 and 64 could be secured tooperatingmechanism extending to points within reach of the chauffeur.Thus the speed of the engine may be readily controlled by controllingthe air inlet to the crank case and by controlling the movement ofdiaphragm 55, and thus regulating the amount of fueldelivered to theupper surface of the inlet valve 39 upon each stroke of the iston. Theleversf33 and 64'may, if desire be connected to a governor so astoautomatically control the speed of the engine.

Having thus claim as new and desire to secure by Letters Patent:

' 1. An .internal having an inlet an expansible explosion is greaterthan" valve, a conduit for delivering compressed air' to said valve, andmeans or delivering liquid fuel to said conduit, said means comprlsinganexpansible device adapted to operate as a piston and adiaphragmconnected to said expansible device and subjected to the pressureexisting within the cylinder.

2. An internal combustion engine, comprising a working cylinder having'aninlet valve, a conduit for delivering compressed air to said valve,means for dellvering liquid fuel to said conduit, said means comprisingdevice adapted to operate as a piston, and a diaphragm connected to saidexpansible device and subjected to the'pressure existing within thecylinder, and means for controlling the movement of' the diaphragm.

3. An internal combustion engine, comprising a working cylinder havingan'inlet valve, a conduit for deliverin air to said valve, and means orde 'vering liquid fuel to said conduit, said means comprising an oildelivery conduit having inlet and outlet valves, a chamber of variablecapacity in communication therewith, and a diaphragm secured to one wallof said chamber and having one surface thereof subjected to the pressure.existing within the working cylinder.

4. An internal combustion engine, comprising a Working cylinder havingan inlet valve, a conduit for delivering compressed air to said valve,and means or delivering liquid fuel to said conduit adj acent the outersurface of said valve, said means comprising an oil delivery conduithaving inlet and outlet valves, a chamber communicating with saidconduit-intermediate said valves, said chamber being of variablecapacity, a casing adjacent said chamber, a diaphragm within said casingand having one subjected to the pressure existing within the workingcylinder, and means operatively connected to said diaphragm for varyingthe capacity of said chamber, whereby when low pressure exists in the clinder, liquid fuel is drawn into said -cham er, andwhen highpressureexists in the cylinder, the liquid fuel is forced outward into the aircon- In testimony whereof I have signed my name to this specification inthe presence of two subscribing witnesses. described my invention, I

l PAUL DANIEL. Witnesses-r OLAIR"W. FAIRBANK,. EVEARD MARSHALL.

com ressed' surface thereof.

